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Latest information: EDR IN MOTORCYCLES.
Kees Duivestein, Jan Paul Peters


There are no formal discussions on the regulated application of EDR in motorcycles or in the L-category, either at the UNECE level or not at the EC level.

The Commission Expert Group MCWG (Motorcycle Working Group) mainly works on Sound Emissions, Vehicle structure integrity requirements, Road safety & personal mobility devices, and Hydrogen.



The agenda of the 14th International Motorcycle Conference 2022

points out developments in the field of Motorcycle Safety (in key words):

  • cooperative collision warning

  • motorcycle state prediction

  • ITS applications

  • motorcycle pre-crash braking systems

  • PTW ARAS on accidentology

  • accident avoidance

  • smart wearable airbags

It may mean that the functionality of EDR can be realized with alternative technical solutions, even without or with limited motorcycle hardware and the involvement of the OEMs.

Nevertheless: from the DG Research and Innovation of the European Commission there will be a presentation on the Institutional Perspective.



Kees Duivestein will attend in Köln, if you have any comments or suggestions, please contact us.


If you have any information, please let me know by sending an email to

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Kees Duivestein.

Mobile  :+31 (0)6 53600518

Mail      :

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Development of electronics in Motorcycles

will facilitate EDR-capability

Jan Paul Peters and Kees Duivestein, April 26, 2018 


In Europe, Jan Paul Peters and Kees Duivestein started a tour to Head Quarters of the major Motorcycle OEM’s. As it seems EDR currently isn’t a major topic in the Motorcycle Industry, although the potential contribution to safety and reducing casualties on European roads certainly isn’t neglected.


For now upcoming implementation as the (Delegated) Regulation (EU) Nr. 134/2014 of 16 December 2013 attracts more attention, especially the IUPR (In-Use Performance Ratio) with regard to the Euro 5 environmental performance of motorcycles.


The Regulation will be effective in 2024 but there is still no picture of "how", in particular, the PEMS (Portable Emissions Measurement System), which is quite a challenge for motorcycles for practical reasons.


But the technical consequences such as the OBD for Motorcycles also implicates steps further to EDR-capability. For one of the OEM's, some actions are set to get the complete overview of models with EDR-capability.


Forensic researchers of the Dutch Police force will keep this in mind in case relevant accidents with these models will occur in the near future. With MODARTS we will continue our efforts to get the full picture of required specifications for Motorcycle EDR.  


For further information and your contribution to this topic, please contact: Kees Duivestein



Kees Duivestein.

Mobile  :+31 (0)6 53600518

Mail      :

ACEM, the European Association of Motorcycle Manufacturers

ACEM position paper - Detection of motorcycles by advanced driver assistance systems (ADAS)




Little has been published about EDR in motorcycles, and in the last few years even less has been seen. Simply searching on the Internet indicates articles in Motorrad (14/2013), Rider Magazine (Mark Tuttle, August 2014) and in Motorcycle Consumer News (Wade Barlett, May 2015). Scientific publications are even scarcer, but the paper on the analysis of EDR data, by Fatzinger and Landerville, April 2018 is relevant. In this SAE paper, however, technical aspects of EDR for motorcycles are discussed.
A widespread misunderstanding is that EDR functionality requires an airbag module. It is true that cars are known to be given the trigger for airbag deployment in the airbag unit as well as for the EDR function. This is done partly on the basis of signals from the vehicle acceleration sensors and set threshold values. Fatzinger and Landerville reconstruct, however, that the EDR function in certain Kawasaki models is triggered by activation of the tip-over sensor, in addition to some other signals. It is implicitly made plausible that large-scale application of EDR functionality in motorcycles is not a problem from a technical perspective. After all, modern motorcycles have various electronic assistance systems that necessarily use sensor data.
OEMs and regulators keep quiet in this area. The aspect data ('Who owns the data?'), Regulations and the emotions that dissolve the use of data will certainly play a role in this. As 'motorcycle technology follows that of cars by decade or two' (Barlett), it is about time to set goals for EDR in motorcycles. But not for this practical rule as such, but for the proven positive effect on the safety of motorcyclists.

Coming up: motorcycle regulation and safety functions




Most modern bikes have comprehensive data recorders. Some bikes not only record speed but also throttle position, lean angles, brake application, revs, gear changes, and more. The owner is informed by the owners manual of the motorcycle. (see examples)


Rider Magazine: The manufacturers do seem to care about our privacy. Honda’s policy is that “any data recorded and retained by an EDR during a crash belongs to the vehicle owner, and access to such data should only be obtained with the consent of the vehicle owner or through appropriate legal means.” Kawasaki states essentially the same—that it “will not share EDR information without obtaining your consent, unless required by government authorities, or acting pursuant to lawful authority.” How much weight these policies carry is unclear—I guess you’ll find out when someone in one of the 36 unregulated states wants your data. Read More

Anker 1





Motorcycle use is the most dangerous mode of road travel. More than 6500 motorized two wheeler users die each year in the EU (15) and the risk of death for motorcyclists is 20 times that of car occupants. Motorcycles tend to have much higher power-to-weight ratios than cars, and increasing numbers of motorcycles are capable of very high speeds and accelerations. Apart from their inherent instability, compared with other vehicles, motorized two-wheelers, because of their size and shape, are less easy to see than other motor vehicles and have poor visibility in daytime. Various attempts have been made to improve the general stability of motorcycle through concepts such as the BMW C1.motorised

In the World Report, the World Health Organization and World Bank have advised that care should be taken to avoid the adoption of policies which could encourage the growth of motorized two-wheeler traffic by giving advantages to motorized two-wheeler users. Research shows that in addition to managing exposure to risk, vehicle engineering and protective equipment measures play a particularly important role in reducing injuries and crashes amongst motorized two wheeler users.

Notwithstanding the high risks associated with motorcycle use, relatively little research on motorcycle safety design has been carried out. However, with the increasing popularity of this transport mode and increased casualty levels, new EU and national attention is currently being given to this area.

support form


Kees Duivestein September 2018


This call for participation to realize a position paper intended to inform the parliamentary debate with a clear and comprehensive overview of the technical development and implementation of EDR devices not only in cars and commercial transport vehicles buts also in motorcycles. Particular attention is given to the contribution these devices can give to improving safety on EU roads. 


Support this initiative by filling in the SUPPORT form.
With enough participants, we will organize a meeting for a joint strategy.

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